JP2022076355A - Flying body control system - Google Patents

Abstract

To provide a flight body control system that can make a flight body fly based on a safer flight route.SOLUTION: A flight body control system, which makes a flight body 10 fly along a flight route to be set outside an approach prohibition area set around facilities within a monitor area, and is for the purpose of reviewing the facility, comprises: a flight management unit 32; at least any one of a flight body-side gas detection unit 11 and area-side gas detection units 16a, 16b and 16c; a danger area setting unit 23; a specific gravity determination unit 30; a route generation necessary/non-necessary determination unit 24; and a route generation unit 31. The route generation unit 31 is configured to: when it is determined in the specific gravity determination unit 30 that specific gravity of detected explosive gas to air is greater than 1, generate a high altitude avoidance flight route; and when it is determined therein that the specific gravity is not greater than 1, generate a low altitude avoidance flight route.SELECTED DRAWING: Figure 2

Description

The present invention relates to an air vehicle control system for inspecting equipment by flying the air vehicle along a flight route set outside the restricted area defined around the equipment in the monitoring area.

In order to maintain the soundness of infrastructure facilities such as gas manufacturing plants and power plants, it is indispensable to inspect various facilities installed in these facilities. In recent years, attempts have been made to use so-called drones when inspecting large-scale facilities such as infrastructure facilities.

For example, Patent Document 1 proposes an unmanned vehicle that inspects equipment provided in a monitoring area and monitors the monitoring area, and a flight control method thereof.

This flight control method includes a step of flying an unmanned aircraft according to a preset flight route for inspecting the equipment, a step of detecting a leak target leaked from the equipment by a sensor provided on the unmanned aircraft, and a leak target. Steps to determine a dangerous area where unmanned flight is dangerous if it is determined that the flight has leaked, a step to set a new flight route to avoid the determined dangerous area, and unmanned according to the set new flight route It is designed to perform steps such as flying an air vehicle.

According to this flight control method, when a leak target is leaked, the unmanned flight can be flown according to a new flight route that avoids a dangerous area where the flight of the unmanned aircraft is dangerous. Therefore, for example, the leak target can be leaked. In the case of explosive gas, even if the unmanned air vehicle does not have an explosion-proof structure, the unmanned air vehicle does not cause a gas explosion, and it is a safe facility even if the leak target leaks with a simple configuration. Can be inspected.

JP-A-2019-202682

By the way, when a flying object inspects equipment in a facility that handles explosive gas, such as a gas manufacturing plant, if the flying object invades an area where explosive gas exists, an explosion may occur and a great disaster may be caused. There is. Therefore, it is important to fly the aircraft more safely.

Here, by flying the flying object on a flight route that avoids dangerous areas as in the flight control method described in Patent Document 1, the equipment can be inspected relatively safely, but the leakage target is explosive. In the case of gas, when an explosion occurs, the damage tends to be enormous, so there is always a need to improve the technology for safely flying an air vehicle.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide an air vehicle control system capable of flying an air vehicle on a safer flight route.

The characteristic configuration of the flight object control system according to the present invention for achieving the above object is
An air vehicle control system for inspecting the equipment by flying the air vehicle along a flight route set outside the restricted area defined around the equipment in the monitoring area.
The flight management department that manages the flight of the flying object,
At least one of the air vehicle side gas detection unit provided in the air vehicle to detect explosive gas and the area side gas detection unit provided in the monitoring area to detect explosive gas.
Based on the detection result of at least one of the air vehicle side gas detection unit and the area side gas detection unit, a dangerous area where an explosive atmosphere exists or there is a possibility that an explosive atmosphere exists is set. Danger area setting part and
A specific gravity determination unit that determines whether or not the specific gravity of the explosive gas detected by at least one of the air vehicle side gas detection unit and the area side gas detection unit is greater than 1.
A route generation necessity determination unit that determines whether or not to generate an avoidance flight route as the flight route that avoids the dangerous area, and
The route generation necessity determination unit includes a route generation unit that generates the avoidance flight route based on the route generation information when it is determined to generate the avoidance flight route.
The route generation information includes the determination result in the specific gravity determination unit and the danger area set in the danger area setting unit.
The route generation unit
When the specific gravity determination unit determines that the specific gravity is larger than 1, a high altitude avoidance flight route in which the altitude of the flying object is higher than the flight route during flight is generated as the avoidance flight route.
When the specific gravity determination unit determines that the specific gravity is not greater than 1, a low altitude avoidance flight route in which the altitude of the flying object is lower than the flight route in flight is generated as the avoidance flight route. be.

If the detected explosive gas has a specific gravity greater than 1, that is, heavier than air, the explosive gas stays and diffuses closer to the surface of the earth, so it is more likely to exist near the surface of the earth. .. Conversely, if the specific gravity of the explosive gas is not greater than 1, that is, lighter than air, the explosive gas diffuses toward the sky and is less likely to be present near the surface of the earth. That is, the place where the explosive gas is likely to exist changes depending on the specific gravity of the explosive gas.

According to the above characteristic configuration, when the specific gravity of the explosive gas is larger than 1, a high altitude avoidance flight route with a high altitude is generated so as to move away from the ground surface where the explosive gas is likely to be present. Aircraft can be flown along high altitude avoidance flight routes. If the specific gravity of the explosive gas is not greater than 1, a low altitude avoidance flight route is generated to approach the ground surface where the explosive gas is unlikely to exist, and the low altitude avoidance flight is performed. You can fly an air vehicle along the route. Therefore, the flying object can be flown more safely than before.

In the present application, "flying a flying object" is a concept including both a mode in which the flying object is flown by autopilot by the flight management unit and a mode in which the flying object is flown by remote control by the operator.

Further characteristic configurations of the flight object control system according to the present invention are
The route generation unit
As the high-altitude avoidance flight route, the first high-altitude return flight route from the current location to the landing site along the original flight route at a higher altitude, and the first high-altitude return flight route different from the current location from the current location. Generate one of the second high altitude return flight routes to the landing site,
As the low-altitude avoidance flight route, the first low-altitude return flight route from the current location to the landing site along the original low-altitude flight route, and the route different from the first low-altitude return flight route from the current location. The point is to generate one of the second low altitude return flight routes to the landing site.

According to the above characteristic configuration, since the first high altitude return flight route and the first low altitude return flight route can be generated, the flight has been carried out so far while passing through an altitude at which explosive gas is unlikely to be present. An air vehicle can return to the landing site on a flight route that is considered to be relatively safe and that has almost the same flight route as seen from above (planar view route). In addition, since it is possible to generate a second high-altitude return flight route and a second low-altitude return flight route that pass through a route different from the first high-altitude return flight route and the first low-altitude return flight route, the flight has been carried out so far. Avoid dangerous areas even if a dangerous area is set on the flight route, that is, if it is difficult to fly the aircraft along the 1st high altitude return flight route or the 1st low altitude return flight route. The aircraft can return to the landing site on the same flight route. The "original flight route with a higher (lower) altitude" means only a flight route that, if the altitude is changed, follows a route whose plan view route completely matches the original flight route. Rather, it means a flight route that is higher (lower) than the original flight route and that follows a route whose plan view route is almost the same as the original flight route.

Further, the further characteristic configuration of the flight object control system according to the present invention is
It is provided with an avoidance area setting unit for setting an avoidance area where the flying object falls or may fall into the dangerous area or the entry prohibited area.
The avoidance area set by the avoidance area setting unit is one of the route generation information.

According to the above feature configuration, the set avoidance area is used in addition to the judgment result by the specific gravity determination unit and the set danger area to generate the avoidance flight route. Therefore, the avoidance flight route generated by the route generation unit is a route that is difficult to fall into the dangerous area or the no-entry area even if the flying object falls while the flying object is flying along the avoiding flight route. Become. Therefore, according to the above-mentioned characteristic configuration, it is possible to fly the air vehicle on a safe route in which invasion into the dangerous area or the no-entry area is unlikely to occur.

Further, the further characteristic configuration of the flight object control system according to the present invention is
An air vehicle position detection unit that detects the position of the air vehicle,
A wind direction wind speed detection unit that detects the wind direction and speed in the monitoring area,
It is equipped with a flying object acceleration deriving unit that derives the acceleration of the flying object.
The avoidance area setting unit includes a detection result in the flight object position detection unit, a derivation result in the flight object acceleration derivation unit, a detection result in the wind direction wind speed detection unit, a weight of the flight object, and a reception of the flight object. The point is to set the avoidance area based on the wind area.

According to the above feature configuration, the avoidance area can be set accurately.

Further, the further characteristic configuration of the flight object control system according to the present invention is
A fall prediction area calculation unit that calculates the fall prediction area of the flying object,
A fall area determination unit that determines whether or not the fall prediction area calculated by the fall prediction area calculation unit is within the danger area or the entry prohibited area set by the danger area setting unit. I have
The flight management department
When the fall area determination unit determines that the fall prediction area is in the dangerous area or the inaccessible prohibited area, the approach avoidance avoiding the approach of the flying object to the dangerous area or the inaccessible prohibited area. There is a point to take correspondence.

According to the above characteristic configuration, when a situation occurs in which the fall prediction area is within the dangerous area or the no-entry area during flight, the aircraft is brought closer to the dangerous area or the no-entry area by taking measures to avoid approach. Since it can be prevented, even if a situation occurs in which the flying object actually falls, the possibility that the flying object will fall into the dangerous area can be reduced.

Further, the further characteristic configuration of the flight object control system according to the present invention is
In the approach avoidance response, the flight along the avoidance flight route while modifying the avoidance flight route generated by the route generation unit so that the flying object does not approach the dangerous area or the entry prohibited area. The point is that it corresponds to flying the body by autopilot.

In the middle of flying an air vehicle, a situation may occur in which the fall prediction area becomes a dangerous area or an entry prohibited area due to a strong wind starting to blow. According to the above feature configuration, the flying object can be made to fly by autopilot along the avoidance flight route modified so that the fall prediction area does not enter the dangerous area or the entry prohibited area. You can fly the aircraft while keeping it away from the prohibited area. For example, if the flight object is being flown by remote control by the operator, by switching to autopilot along the corrected avoidance flight route, it is possible to move to a dangerous area or a no-entry area due to an erroneous operation by the operator. Can prevent the approach of the flying object. Therefore, it is possible to fly the flying object while keeping the flying object away from the dangerous area and the no-entry area.

As an aspect of modifying the avoidance flight route, the fall prediction area of the flying object is within the dangerous area and the no-entry area among the avoidance flight routes while following the avoidance flight route generated by the route generation unit as much as possible. It is possible to exemplify an embodiment in which such a portion is modified so as to be away from a dangerous area or an inaccessible area.

Further, the further characteristic configuration of the flight object control system according to the present invention is
Equipped with a control device configured to be able to send and receive commands related to remote control of the aircraft.
The approach avoidance measure is a measure for limiting the remote control of the flying object by the operator so that the flying object does not approach the dangerous area or the inaccessible prohibited area.

According to the above feature configuration, remote control is restricted when a situation occurs in which the fall prediction area is within the dangerous area or the no-entry area while the flight object is being flown by remote control by the operator. Will be added. Therefore, even if the operator mistakenly makes an operation to bring the aircraft closer to the dangerous area or the prohibited area, the operation is restricted and the aircraft can be prevented from approaching the dangerous area or the prohibited area. The aircraft can be flown away from the danger zone.

Further, the further characteristic configuration of the flight object control system according to the present invention is
An air vehicle position detection unit that detects the position of the air vehicle,
A wind direction wind speed detection unit that detects the wind direction and speed in the monitoring area,
It is equipped with a flying object acceleration deriving unit that derives the acceleration of the flying object.
The fall prediction area calculation unit includes a detection result by the flight object position detection unit, a derivation result by the flight object acceleration derivation unit, a detection result by the wind direction and wind speed detection unit, the weight of the flight object, and the flight object. The point is to calculate the fall prediction area based on the wind receiving area.

According to the above feature configuration, the fall prediction area can be calculated accurately.

Further, the further characteristic configuration of the flight object control system according to the present invention is
The flight management unit is at a point where the flight body is automatically steered along the avoidance flight route generated by the route generation unit.

According to the above-mentioned feature configuration, the autopilot along the avoidance flight route enables the flying object to fly more safely than before.

Further, the further characteristic configuration of the flight object control system according to the present invention is
Equipped with a control device configured to be able to send and receive commands related to remote control of the aircraft.
The flight management unit presents the avoidance flight route generated by the route generation unit to the operator through the control device.

According to the above-mentioned feature configuration, according to the above-mentioned feature configuration, the flying object can be made to fly more safely than before by remote control along the avoidance flight route by the operator presented with the avoidance flight route.

Further, according to a further characteristic configuration of the flight object control system according to the present invention,
It is equipped with a wind direction wind speed detection unit that detects the wind direction and speed in the monitoring area.
The dangerous area setting unit sets the dangerous area based on the detection result of at least one of the air vehicle side gas detection unit and the area side gas detection unit and the detection result of the wind direction wind speed detection unit. At the point.

According to the above feature configuration, the dangerous area can be set accurately.

It is a figure which shows the outline of the flying object control system which concerns on this embodiment. It is a figure which shows the schematic structure of the flying object control system which concerns on this embodiment. It is a figure which shows an example of a dangerous area. It is a figure which shows an example of the avoidance area. It is a figure which shows an example which the position of a fall prediction area changes. It is a figure which shows an example of the 1st high altitude return flight route and the 2nd high altitude return flight route. It is a figure which shows an example of the 1st low altitude return flight route and the 2nd low altitude return flight route. It is a figure which shows an example of the 1st high altitude return flight route and the 1st low altitude return flight route. It is a figure which shows an example of the 2nd high altitude return flight route and the 2nd low altitude return flight route. It is a flowchart for demonstrating the processing flow in an air vehicle control system. It is a flowchart for demonstrating the processing flow in an air vehicle control system.

Hereinafter, an air vehicle control system according to an embodiment of the present invention will be described with reference to the drawings.

[Overview of the flight object control system]
As shown in FIG. 1, the flight object control system according to the present embodiment sets the flight object 10 along a flight route set outside the no-entry area C defined around the equipment B in the monitoring area A. It is a system for flying and inspecting equipment B, and if explosive gas leaks in the monitoring area A, there is a danger that this explosive atmosphere may exist or there may be an explosive atmosphere. This is a system that generates an avoidance flight route Ra that avoids the area D and causes the flying object 10 to fly along the generated avoidance flight route Ra instead of the existing flight route Re.

In the present embodiment, the monitoring area A is a gas-related plant that handles explosive gas, but the present invention is not limited to this, and a facility that handles explosive gas can be a wide monitoring area. Further, the existing flight route Re is a route for inspecting the equipment B, and is set in advance according to the number, type, and position of the equipment B to be inspected. In the present embodiment, one equipment B is used. It is preset to check. Further, the entry prohibited area C is set in advance around the equipment B depending on the type of the equipment B. The existing flight route Re and the avoidance flight route Ra are set and generated so as to pass a position at least a predetermined separation distance or more with respect to the equipment B so that the flight object 10 does not enter the entry prohibited area C.

[Flight control system configuration]
As shown in FIGS. 1 and 2, in the flight object control system in the present embodiment, the flight object 10 flying in the monitoring area A, the management server 20 for controlling the flight object 10 from the outside, and the remote object 10 are remotely controlled. It is equipped with a maneuverable maneuvering device 40, and can transmit and receive various information and signals related to operation commands between the flight object 10, the management server 20, and the maneuvering device 40.

Further, in the monitoring area A, three area-side gas sensors 16a, 16b, 16c (area-side gas detection unit) for detecting explosive gas and three wind direction and wind speed meters 17a for detecting the wind direction and speed in the monitoring area A. , 17b, 17c (wind direction and wind speed detection unit) are installed, and are related to various information between the area side gas sensors 16a, 16b, 16c and the wind direction and wind speed meters 17a, 17b, 17c, and the management server 20 and the control device 40. It is possible to send and receive signals.

As shown in FIG. 2, the flight object 10 includes an aircraft body side gas sensor 11 (aircraft object side gas detection unit) for detecting explosive gas and a satellite positioning receiver 12 (aircraft object) for detecting the position of the air vehicle body 10. (Position detection unit), an acceleration sensor 13 (flying object acceleration derivation unit) for deriving the acceleration of the flying object 10, a flying object side communication unit 14 capable of wireless communication with the management server 20 and the control device 40, and various information processing. It is provided with an air vehicle side control unit 15 for performing the above.

The vehicle-side gas sensor 11 transmits detection data based on the type of detected explosive gas to the vehicle-side control unit 15. The explosive gas is methane or the like contained in the city gas, ammonia, freon, or the like, and the gas sensor 11 on the flying object side in the present embodiment can discriminate between the methane or the like contained in the city gas, ammonia, freon, or the like. It is configured.

The satellite positioning receiver 12 receives a signal from the global positioning satellite system, and transmits positioning data indicating the position (planar position and altitude) of the flying object 10 based on the received signal to the flying object side control unit 15. The global positioning satellite system in the present embodiment is not particularly limited as long as it can generate positioning data indicating the plane position and altitude of the flying object 10.

The acceleration sensor 13 derives the acceleration of the flying object 10 and transmits it to the flying object side control unit 15.

The aircraft-side communication unit 14 is configured to mutually perform various communications with the communication units 21 and 42 provided in the management server 20 and the control device 40, respectively.

The flight object side control unit 15 is a functional unit that calculates the spatial coordinates of the flight object 10 over time based on the positioning data generated by the satellite positioning receiver 12, and generates position information including the calculated spatial coordinates and time. In addition to the functional unit that identifies the type of explosive gas based on the detection data of the air vehicle side gas sensor 11 and generates gas information, the functional unit that controls the operating unit such as the rotor required for the flight of the aircraft body 10 and the like. It is equipped with. That is, the aircraft-side control unit 15 includes a memory such as a ROM or RAM for storing a program corresponding to each functional unit, and a CPU for executing this program. The function of the functional part is realized. The same applies to the server-side control unit 22 and the device-side control unit 43, which will be described later. The gas information, the position information of the flying object 10, and the acceleration are appropriately transmitted to the management server 20 and the control device 40.

As described above, in the present embodiment, the air vehicle side gas sensor 11 as the air vehicle side gas detection unit, the satellite positioning receiver 12 as the air vehicle position detection unit, and the acceleration sensor 13 as the air vehicle acceleration derivation unit are the flight body 10. It is provided in.

As shown in FIG. 2, each area-side gas sensor 16a, 16b, 16c provided in the monitoring area A includes a sensor unit for detecting gas, a control unit for generating gas information, a management server 20 for managing gas information, and control. It is equipped with a communication unit and the like for transmitting to the device 40. According to the area-side gas sensors 16a, 16b, 16c, detection data based on the detected explosive gas type is transmitted to the control unit, the type of explosive gas is specified based on the detection data, and gas information is generated. To. Then, the generated gas information is appropriately transmitted to the management server 20 and the control device 40.

As shown in FIG. 2, each wind direction anemometer 17a, 17b, 17c provided in the monitoring area A transmits wind direction and wind speed information to the management server 20 and the control device 40, as well as a detection unit for detecting the wind direction and wind speed. It is equipped with a communication unit and the like. According to the wind direction and anemometers 17a, 17b, 17c, the detected wind direction and wind speed are appropriately transmitted to the management server 20 and the control device 40 as wind direction and wind speed information.

As shown in FIG. 2, the management server 20 includes a server-side communication unit 21 capable of wirelessly communicating with the flying object 10 and the control device 40, and a server-side control unit 22 that performs various information processing. The server-side communication unit 21 has the same configuration as the flight object-side communication unit 14, and mutually performs various communications with the communication units 14 and 42 of the flight object 10 and the control device 40.

The server-side control unit 22 includes a specific gravity determination unit 30, a danger area setting unit 23, a route generation necessity determination unit 24, a fall prediction area calculation unit 25, an avoidance area setting unit 26, and a fall area determination unit 27. , A route generation unit 31, a flight management unit 32, and a storage unit 33.

The specific gravity determination unit 30 has a function of determining whether or not the specific gravity of the explosive gas detected by at least one of the air vehicle side gas sensor 11 and the three area side gas sensors 16a, 16b, 16c is larger than 1. It is a department. Specifically, the specific gravity determination unit 30 in the present embodiment is the flying object 10 or the area when the explosive gas is detected by any one of the flying object side gas sensor 11 and the three area side gas sensors 16a, 16b, 16c. Based on the gas information transmitted from the side gas sensors 16a, 16b, 16c and the specific gravity of various explosive gases in the database stored in the storage unit 33 described later, the detected specific gravity of the explosive gas with respect to air is calculated. Determine if it is greater than 1.

The dangerous area setting unit 23 is a functional unit that sets the dangerous area D based on the detection result of at least one of the air vehicle side gas sensor 11 and the three area side gas sensors 16a, 16b, 16c. Specifically, the danger area setting unit 23 in the present embodiment is the flying object 10 or the flying object 10 or when explosive gas is detected by any one of the air vehicle side gas sensor 11 and the three area side gas sensors 16a, 16b, 16c. The dangerous area D is set based on the gas information transmitted from the area side gas sensors 16a, 16b, 16c and the wind direction wind speed information transmitted from the wind direction anemometers 17a, 17b, 17c. More specifically, the danger area setting unit 23 simulates how the explosive gas will diffuse in the future based on the type of the explosive gas and the wind direction and speed around the place where the explosive gas is detected. And set the danger area D. Note that FIG. 3 shows an example of the danger area D set when the explosive gas is detected by the area side gas sensor 16a. In FIG. 3, a danger area D set when a wind W (arrow in FIG. 3) having a predetermined wind speed is blowing from diagonally upper left to diagonally lower right toward the paper surface is illustrated. In this case, the explosive gas detected by the area-side gas sensor 16a is likely to be swept downwind of the wind W and easily diffused. Set to be large.

The route generation necessity determination unit 24 is a functional unit that determines whether or not to generate an avoidance flight route Ra as a flight route that avoids the danger area D. For example, when the explosive gas is detected and the danger area D is set, the route generation necessity determination unit 24 determines the flight route (existing flight route Re or already avoidance flight route) to which the danger area D is currently flying. If it is generated, it is determined that the avoidance flight route Ra is generated when it exists ahead of the avoidance flight route Ra). Conversely, in the route generation necessity determination unit 24 of the present embodiment, the set danger area D is currently flying even when the explosive gas is not detected or even when the explosive gas is detected. If it does not exist beyond the flight route, it is determined that the avoidance flight route Ra is not generated. As will be described later, in the present embodiment, the avoidance area F is set around the danger area D and the entry prohibited area C, so that the avoidance area F exists ahead of the currently flying route. , It is determined that the avoidance flight route Ra is generated.

The fall prediction area calculation unit 25 is a functional unit that calculates the fall prediction area E of the flying object 10. In the present embodiment, the fall prediction area calculation unit 25 calculates the fall prediction area E based on the position information, acceleration, weight and wind receiving area of the flying object 10, and the wind direction and wind speed information. As the weight and the wind receiving area of the flying object 10, those stored in advance in the storage unit 33 are appropriately used. As described above, in the present embodiment, since a plurality of pieces of information are used when calculating the fall prediction area E, the fall prediction area E can be calculated with high accuracy.

Here, the calculation of the fall prediction area E can be performed using the following equations 1 to 3. In Equation 1, F is the air resistance received by the flying object 10, ρ is the wind density, C is the resistance coefficient, (v-u) is the relative velocity, and A is the receiving area of the flying object 10. In equation 3, a is the acceleration of the flying object 10, m is the weight of the flying object 10, t is the time (seconds), and L is the horizontal distance that the flying object 10 moves in t seconds.
(Equation 1)
F = ρC (v-u) ² x A / 2
(Equation 2)
a = F / m
(Equation 3)
L = (at ² ) / 2

Specifically, the fall prediction area calculation unit 25 of the present embodiment calculates the fall prediction area E based on the above equation 3 based on the altitude of the flying object 10 and the acceleration derived by the acceleration sensor 13. That is, the fall prediction area calculation unit 25 calculates t in the above equation 3 based on the altitude of the flying object 10 for at least one of the cases of free fall and the case of adding air resistance, and then formulates the equation 3. Based on this, the distance that the flying object 10 moves horizontally is calculated. Then, the fall prediction area calculation unit 25 calculates the fall prediction area directly below the point on the ground surface where the flying object 10 has moved by the calculated horizontal distance, and the periphery thereof as the fall prediction area E. The fall prediction area calculation unit 25 in the present embodiment calculates the fall prediction area E at regular intervals until the flying object 10 flying along the avoidance flight route Ra returns to a predetermined place. Further, in the present embodiment, the influence of the parameters of the above equations 1 and 2 is added to the acceleration obtained by the acceleration sensor 13, and the position information, the weight, the wind receiving area, and the wind receiving area are added to the calculation of the fall prediction area E. The wind direction and speed information is practically used.

The avoidance area setting unit 26 is a functional unit that sets an avoidance area F in which the flying object 10 falls or may fall into the danger area D or the entry prohibited area C. In the present embodiment, the avoidance area setting unit 26 sets the avoidance area F based on the position information, acceleration, weight, wind receiving area, and wind direction and wind speed information of the flying object 10. As described above, in the present embodiment, since a plurality of pieces of information are used when setting the avoidance area F, the avoidance area F can be set accurately. As in the calculation of the fall prediction area E, the weight and the wind receiving area of the flying object 10 are appropriately stored in the storage unit 33 in advance.

Specifically, the avoidance area setting unit 26 in the present embodiment is described in the above equation 1 when the flight body 10 flies under the conditions (altitude, wind speed, wind direction, etc. of the flight body 10) at the time of setting the avoidance area F. The danger area D and the entry prohibition area D and the entry prohibition area D are set as the avoidance area F in which the fall prediction area E calculated based on the equation 3 is at least covered with the danger area D or the entry prohibition area C. Set around area C. The fall prediction area E calculated to set the avoidance area F is calculated based on the position information of the flying object 10 at the time of setting the avoidance area F, the acceleration, and the wind direction and speed information.

More specifically, as shown in FIG. 4, the avoidance area setting unit 26 in the present embodiment is set around the danger area D set by the danger area setting unit 23 and the predetermined entry prohibition area C. .. For example, FIG. 4 illustrates an avoidance area F set when a wind W (arrow in FIG. 4) having a predetermined wind speed is blowing from diagonally upper left to diagonally lower right toward the paper surface. In this case, since the flying object 10 is easily swept downwind of the wind W, the avoidance area F is set so as to be larger toward the upper left side toward the paper surface of the danger area D and the entry prohibited area C.

In the present embodiment, as will be described later, the avoidance area F set by the avoidance area setting unit 26 is used as route generation information, and the avoidance flight route Ra is generated by the route generation unit 31. That is, the avoidance flight route Ra generated by the route generation unit 31 is a route that is unlikely to fall into the danger area D or the entry prohibited area C even if the flying object 10 flying along the avoidance flight route falls. Therefore, according to the flight object control system according to the present embodiment, the flight object 10 can be flown on a safe route in which invasion into the dangerous area D or the entry prohibited area C is unlikely to occur even if the aircraft falls.

The fall area determination unit 27 determines whether or not the fall prediction area E calculated by the fall prediction area calculation unit 25 is within the danger area D or the entry prohibited area C set by the danger area setting unit 23. It is a functional part. For example, as shown in FIG. 5, while the flying object 10 is flying along the avoidance flight route Ra, the wind direction and the wind speed change from the time when the avoidance area F is set (see FIG. 4), and the avoidance area F changes. Even though the aircraft is flying outside, the fall prediction area E may be located in the danger area D or the no-entry area C. In such a case, the fall area determination unit 27 determines that the fall prediction area E is in the danger area D or the entry prohibited area C.

The route generation unit 31 is a function of generating the avoidance flight route Ra based on the route generation information when the route generation necessity determination unit 24 determines that the avoidance flight route Ra is generated. In the present embodiment, as the route generation information, the route generation unit 31 includes the determination result by the specific gravity determination unit 30, the set danger area D, the position (planar position and altitude) of the flight object 10, and the wind direction and speed information. The route on which the aircraft 10 has flown (the existing flight route Re if it is flying on the existing flight route Re, the avoidance flight route Ra if it is flying on the avoidance flight route Ra), and the setting. The avoidance flight route Ra is generated based on the avoidance area F. Further, when the route generation unit 31 generates the avoidance flight route Ra, the route generation unit 31 refers to the position coordinates of the equipment B or the like from the 3D map based on the 3D map stored in advance in the storage unit 33, and refers to the route generation information. Use as.

Specifically, the route generation unit 31 in the present embodiment flies the flight route in flight (if the existing flight route Re is flying, the existing flight route Re and the avoidance flight route Ra) as the avoidance flight route Ra. If this is the case, the altitude of the flight object 10 is higher than that of the avoidance flight route Ra). Generate one of the 10 lower altitude avoidance flight routes Ral.

More specifically, the route generation unit 31 uses the original flight route (that is, the existing flight route Re and the avoidance flight route Ra when flying the existing flight route Re) as the high altitude avoidance flight route Ra. If you are flying, the first high altitude return from your current location to the landing site P along the original flight route (original flight route with higher altitude) higher than the avoidance flight route Ra). One of the second high-altitude return flight route Rrh2 from the current location to the departure / arrival site P is generated by a route different from the flight route Rrh1 and the first high-altitude return flight route Rrh1. That is, the first high-altitude return flight route Rrh1 is a flight route in which the flight route considered to be relatively safe that has been flown so far and the route viewed from above (planar view route) are substantially the same, and are viewed from the side. The route (side view route) is a flight route that passes through a route at a higher altitude than the flight route that has been flown so far. In addition, the second high-altitude return flight route Rrh2 passes through a route whose plan view route is different from that of the first high-altitude return flight route Rrh1, and the lateral view route passes through a route at a higher altitude than the flight route which has been flown so far. It is a flight route.

Further, the route generation unit 31 sets the low altitude avoidance flight route Ral as the original flight route (originally lowered in altitude) having a lower altitude than the original flight route (existing flight route Re or avoidance flight route Ra). The first low altitude return flight route Rrl1 from the current location to the departure point P along the flight route) and the second low altitude return flight from the current location to the departure point P by a route different from the first low altitude return flight route Rrl1. Generate one of the routes Rrl2. That is, the first low-altitude return flight route Rrl1 is a flight route in which the flight route considered to be relatively safe that has been flown so far and the route viewed from above (planar view route) are substantially the same, and are viewed from the side. The route is a flight route that follows a route at a lower altitude than the flight route that has been flown so far. In addition, the second low-altitude return flight route Rrl2 passes through a route whose plan view route is different from that of the first low-altitude return flight route Rrl1, and the lateral view route passes through a route at a lower altitude than the flight route which has been flown so far. It is a flight route.

Note that FIG. 6 schematically shows an example of the first high-altitude return flight route Rrh1 and the second high-altitude return flight route Rrh2 as viewed from the horizontal direction, and FIG. 7 shows the first low-altitude return flight. An example of the route Rrl1 and the second low altitude return flight route Rrl2 as viewed from the horizontal direction is schematically shown. The shaded areas in FIGS. 6 and 7 are explosive gases that have accumulated and diffused. Further, FIG. 8 schematically shows an example of the first high altitude return flight route Rrh1 and the first low altitude return flight route Rrl1 as viewed from above, and FIG. 9 shows a second high altitude return flight route. An example of Rrh2 and the second low-altitude return flight route Rrl2 as viewed from above is schematically shown. Although the avoidance area F is not shown in FIGS. 8 and 9, the first high altitude return flight route Rrh1, the first low altitude return flight route Rrl1, the second high altitude return flight route Rrh2, and the second low altitude are shown. The altitude return flight route Rrl2 is, of course, generated as a route passing outside the avoidance area F when the avoidance area F is set. Further, in FIGS. 6 to 9, the point X on the existing flight route Re is the starting point of each flight route Rrh1, Rrh2, Rrl1, Rrl2.

It should be noted that which of the first high altitude return flight route Rrh1, the second high altitude return flight route Rrh2, the first low altitude return flight route Rrl1 and the second low altitude return flight route Rrl2 is generated is determined by the specific gravity determination unit 30. Judgment is made based on the judgment result in the above, the presence or absence of the danger area D and the avoidance area F on the original flight route, and the like. For example, when the specific gravity determination unit 30 determines that the specific gravity of the detected explosive gas with respect to air is larger than 1, if the danger area D or the avoidance area F does not exist on the original flight route, It is determined that the first high altitude return flight route Rrh1 is generated, and if the danger area D and the avoidance area F exist on the original flight route, it is determined that the second high altitude return flight route Rrh2 is generated. On the other hand, if it is determined that the specific gravity of the detected explosive gas with respect to air is not greater than 1 (that is, less than or equal to 1), there is no danger area D or avoidance area F on the original flight route. If there is, it is determined that the first low altitude return flight route Rrl1 is generated, and if the danger area D and the avoidance area F exist on the original flight route, it is determined that the second low altitude return flight route Rrl2 is generated. do. In this embodiment, since the avoidance area F is set around the danger area D and the entry prohibited area C, the first avoidance area F is based on whether or not the avoidance area F exists on the original flight route. It is determined whether to generate the high altitude return flight route Rrh1 or the second high altitude return flight route Rrh2, or to generate the first low altitude return flight route Rrl1 or the second low altitude return flight route Rrl2. The original flight route is the route that has been flown so far (if the existing flight route Re is flying, the existing flight route Re, and if the avoidance flight route Ra is flying, the avoidance flight). Of the route Ra), it is the part from the departure / arrival point P to the current location.

Here, if the detected explosive gas has a specific gravity greater than 1, that is, heavier than air, the explosive gas stays and diffuses closer to the surface of the earth, so that it may exist near the surface of the earth. Will be higher. Conversely, if the specific gravity of the explosive gas is not greater than 1, that is, lighter than air, the explosive gas diffuses toward the sky and is less likely to be present near the surface of the earth. That is, the place where the explosive gas is likely to exist changes depending on the specific gravity of the explosive gas. In the present embodiment, the route generation unit 31 selects any of the first high altitude return flight route Rrh1, the second high altitude return flight route Rrh2, the first low altitude return flight route Rrl1, and the second low altitude return flight route Rrl2. After determining whether it is optimal to generate, it is possible to generate a flight route for returning while avoiding the danger area D. That is, when the specific gravity of the explosive gas is larger than 1, high altitude flight routes Rrh1 and Rrh2 are generated so as to be away from the ground surface where the explosive gas is likely to be present, and the flight routes Rrh1 and Rrh2 are generated. You can fly an air vehicle along. If the specific gravity of the explosive gas is not greater than 1, the flight routes Rrl1 and Rrl2 at low altitudes are generated so as to approach the ground surface where the explosive gas is unlikely to be present. An air vehicle can be flown along Rrl2. Therefore, the flying object can be flown more safely than before.

The flight management unit 32 is a functional unit that manages the flight of the flight object 10. In the present embodiment, the flight management unit 32 automatically controls the flight object along the avoidance flight route Ra generated by the route generation unit 31 and the existing flight route Re specified in advance, and the avoidance flight route. The case where Ra and the existing flight route Re are presented to the operator H through the control device 40 is appropriately changed based on the input to the server side control unit 22 by the operator H and the determination result by the fall area determination unit 27. do. For example, in order to inspect the equipment B by the autopilot of the flight body 10, when the operator H inputs that fact to the server side control unit 22, the flight management unit 32 receives a signal related to the autopilot of the flight body 10. Is appropriately transmitted to the flying object 10, and the flying object 10 is made to fly by autopilot. On the other hand, when the flight body 10 is mainly flown by the operator H for remote control to inspect the equipment B, the flight management unit 32 indicates that the flight control unit H causes the flight body 10 to follow the existing flight route Re before the inspection starts. When the existing flight route Re is presented to the operator H and the avoidance flight route Ra is generated by the route generation unit 31, the operator H moves the flight object 10 along the avoidance flight route Ra. The avoidance flight route Ra is presented to the operator H in order to fly.

Further, when the flight management unit 32 in the present embodiment determines in the fall area determination unit 27 that the fall prediction area E is in the danger area D or the entry prohibited area C, the danger area D or the entry prohibited area C Take an approach avoidance measure to avoid the approach of the flying object 10 to the inside. In this way, when the flight management unit 32 is configured to take approach avoidance measures, a situation occurs in which the fall prediction area E becomes the danger area D or the entry prohibited area C during the flight. In addition, it is possible to keep the flying object 10 away from the dangerous area D and the no-entry area C by taking measures to avoid approaching. Therefore, even if a situation occurs in which the flying object 10 actually falls, the possibility that the flying object 10 will fall into the dangerous area D or the entry prohibited area C can be reduced.

The approach avoidance measure is along the avoidance flight route Ra while modifying the avoidance flight route Ra generated by the route generation unit 31 so that the flight object 10 does not approach the danger area D or the entry prohibition area C. In this embodiment, if the avoidance flight route Ra is not generated, the flight route currently being flown (that is, the existing flight route Re) is modified. At the same time, the flying object 10 is automatically operated along the flight route. By doing so, even when the flight object 10 is being flown by remote control by the operator H, these flight routes Ra and Re are modified while modifying the avoidance flight route Ra and the existing flight route Re. It is possible to prevent the flight body 10 from approaching the danger area D and the entry prohibition area C due to an erroneous operation of the driver H by switching to the autopilot along the above.

The storage unit 33 is a functional unit that stores various types of information. In the present embodiment, the storage unit 33 contains the existing flight route Re, a 3D map of the monitoring area, the size of the entry prohibited area C predetermined for the equipment B, and information (weight and wind receiving area) regarding the flying object 10. , A database containing information such as the specific density of explosive gas with respect to air is stored in advance. Further, the storage unit 33 appropriately stores the positions and sizes of the set danger area D and the avoidance area F, the generated avoidance flight route Ra, and the like.

As shown in FIGS. 1 and 2, the control device 40 is predetermined to a display unit 41 capable of displaying predetermined information, a device-side communication unit 42 capable of wireless communication with the management server 20 and the flight object 10, and a display unit 41. In addition to the functional unit for displaying the information of the above and the functional unit for remotely controlling the flying object 10, the device-side control unit 43 having a functional unit for performing various operations required for the control device 40. It is equipped with. The device-side communication unit 42 has the same configuration as the flight object-side communication unit 14 and the server-side communication unit 21, and communicates with each other with the communication units 14 and 21 of the flight object 10 and the management server 20 in various ways. Further, in the present embodiment, the device-side control unit 43 of the control device 40 has position information of the control device 40 based on the positioning data generated by the satellite positioning receiver (not shown) provided in the control device 40. It is equipped with a functional unit (not shown) that generates. Then, the generated location information is transmitted to the management server 20.

In the present embodiment, the display unit 41 has a two-dimensional map or a three-dimensional map of the monitoring area A, an avoidance flight route Ra transmitted from the server-side control unit 22, and a warning screen notifying that an explosive gas has leaked. , The position / range of the danger area D and the avoidance area F, the operation screen required for remote control, the input screen for transmitting the possibility of continuing the inspection to the server-side control unit 22, and the like are displayed.

[Processing flow of aircraft control system]
Next, the processing flow of the flight object control system having the above configuration will be described with reference to FIGS. 10 and 11. In the following, a case where the flight body 10 is flown by the autopilot mainly by the flight management unit 32 to inspect the equipment B will be described as an example.

First, the flight of the flight object 10 along the existing flight route Re is started (process # 1). Next, it is determined whether or not the explosive gas is detected by the air vehicle side gas sensor 11 or the area side gas sensors 16a, 16b, 16c (step # 2). Then, when an explosive gas is detected (process # 2: Yes), an alert is issued (process # 3). On the other hand, when the explosive gas is not detected (process # 2: No), the flight along the flight route currently being flown is continued (process # 4), and the process proceeds to process # 20. In the present embodiment, "alert is issued" means, for example, that a warning screen for notifying that explosive gas has been detected is displayed on the display unit 41 of the control device 40, or the control device 40. Is to emit an alarm sound from.

After the alert is issued, it is dangerous based on the gas information obtained from the detection results of the gas sensors 11, 16a, 16b, 16c that detected the explosive gas and the wind direction wind speed information obtained from the detection results of the wind direction anemometers 17a, 17b, 17c. The dangerous area D is set by the area setting unit 23 (step # 5).

Next, the avoidance area F is set by the avoidance area setting unit 26 based on the position information, acceleration, weight and wind receiving area of the flying object 10, and the wind direction and wind speed information (step # 6).

Then, the route generation necessity determination unit 24 determines whether or not the avoidance area F exists ahead of the flight route currently being flown (step # 7). If it is determined that the avoidance area F does not exist ahead of the flight route currently in flight (process # 7: No), the flight along the flight route currently in flight is continued (process # 7). 4) Move to step # 20. On the other hand, if it is determined that the avoidance area F exists ahead of the flight route currently being flown (step # 7: Yes), the process proceeds to step # 8.

In step # 8, it is determined whether or not the detected explosive gas has a specific gravity of more than 1 with respect to air. Then, when it is determined that the specific gravity of the detected explosive gas with respect to air is larger than 1, (step # 8: Yes), the route generation unit 31 sets the high altitude avoidance flight route Ra as the avoidance flight route Ra. It is determined to be generated (step # 9). On the other hand, when it is determined that the specific gravity of the detected explosive gas with respect to air is not greater than 1 (step # 8: No), the route generation unit 31 sets the avoidance flight route Ra as the low altitude avoidance flight route Ral. Is determined to be generated (step # 13).

When it is determined that the high altitude avoidance flight route Ra is generated as the avoidance flight route Ra, the route generation unit 31 then determines whether or not the avoidance area F is on the flight route (step # 10). .. Then, when it is determined that there is no avoidance area F on the flight route (process # 10: No), it is determined that the first high altitude return flight route Rrh1 is generated (process # 11), and the avoidance flight route is determined. The first high-altitude return flight route Rrh1 is generated as Ra (step # 17). On the other hand, if it is determined that the avoidance area F is on the flight route (process # 10: Yes), it is determined that the second high altitude return flight route Rrh2 is generated (process # 12), and the avoidance flight route is determined. The second high altitude return flight route Rrh2 is generated as Ra (process # 17).

On the other hand, when it is determined that the low altitude avoidance flight route Ral is generated as the avoidance flight route Ra, the route generation unit 31 subsequently determines whether or not the avoidance area F is on the flight route. (Step # 14). Then, when it is determined that there is no avoidance area F on the flight route (process # 14: No), it is determined that the first low altitude return flight route Rrl1 is generated (process # 15), and the avoidance flight route is determined. The first low altitude return flight route Rrl1 is generated as Ra (step # 17). On the other hand, when it is determined that the avoidance area F is on the flight route (process # 14: Yes), it is determined to generate the second low altitude return flight route Rrl2 (process # 16), and the avoidance flight route is determined. The second low altitude return flight route Rrl2 is generated as Ra (step # 17).

After the avoidance flight route Ra is generated, the operator H confirms the generated avoidance flight route Ra (step # 18), and then the flight management unit 32 confirms the generated avoidance flight route Ra (that is, the first and second avoidance flight routes Ra). The flight of the aircraft body 10 along the high-altitude return flight routes Rrh1 and Rrh2 and the flight route of any one of the first and second low-altitude return flight routes Rrl1 and Rrl2) is started (step # 19), and the flight # 20 is started. Move to.

When the flight of the flying object 10 along the avoidance flight route Ra is started or the flight is continued along the current flight route, the fall prediction area E is calculated by the fall prediction area calculation unit 25 (step). # 20). Next, the fall area determination unit 27 determines whether or not the calculated fall prediction area E is within the danger area D or the entry prohibited area C (step # 21). When it is determined that the fall prediction area E is in the danger area D or the entry prohibited area C (process # 21: Yes), the flight management unit 32 determines that the avoidance flight route Ra (avoidance flight route Ra) is used. If it is not generated, the flight body 10 is made to fly by autopilot along the avoidance flight route Ra (or the existing flight route Re) while modifying the existing flight route Re) (process # 22), and the process # 24. Move to. On the other hand, when it is determined that the fall prediction area E is not in the danger area D or the entry prohibited area C (process # 21: No), the flight management unit 32 sets the avoidance flight route Ra (or the existing flight route Re). The flight of the flying object 10 along the line is continued (process # 23), and the process proceeds to process # 24.

After that, the flight management unit 32 determines whether or not the flying object 10 has landed (step # 24). Then, when it is determined that the flying object 10 has landed (step # 27: Yes), the process is terminated. On the other hand, when it is determined that the flying object 10 has not landed (step # 27: No), the process returns to step # 2 and the processes after the step # 2 are continuously executed. The determination of whether or not the explosive gas is detected in the second step # 2 is different from the case where the explosive gas is already detected by one of the gas sensors 11, 16a, 16b, 16c. It determines whether or not explosive gas has been detected by the gas sensors 11, 16a, 16b, 16c, and if an alert has already been issued, it determines whether or not the alert continues to sound. be.

As described above, according to the flying object control system according to the present embodiment, the flying object side gas sensor 11 and the area side gas sensor 16a are being inspected by flying the flying object 10 with respect to the equipment B in the monitoring area A. When the explosive gas is detected by, 16b, 16c, the avoidance flight route Ra can be generated. Then, when the specific gravity of the explosive gas is larger than 1, a high altitude avoidance flight route Rah is generated so as to move away from the ground surface where the explosive gas is likely to be present, and the high altitude avoidance flight is performed. The aircraft 10 can be flown along the route Rah. If the specific gravity of the explosive gas is not greater than 1, a low altitude avoidance flight route Ral is generated to approach the ground surface where the explosive gas is unlikely to exist, and the low altitude avoidance is performed. The flight object 10 can be flown along the flight route Ral. Therefore, the flying object 10 can be flown more safely than before.

[Another Embodiment]
[1] In the above embodiment, the flight management unit 32 appropriately changes the case where the flight body 10 is made to fly by autopilot and the case where the avoidance flight route Ra and the existing flight route Re are presented to the operator H. However, it is not limited to this. For example, the flight body 10 may always be made to fly by autopilot, or a predetermined flight route may be always presented to the operator H.

[2] In the above embodiment, the high altitude avoidance flight route Ra and the low altitude avoidance flight route Ral, which are the avoidance flight routes Ra, are the first high altitude return flight route Rrh1, the second high altitude return flight route Rrh2, and the first low altitude. The mode is either the return flight route Rrl1 or the second low altitude return flight route Rrl2, but the present invention is not limited to this, and the flight passes through an altitude higher or lower than the in-flight route and avoids the danger area D. The flight route is not particularly limited.

[3] In the above embodiment, the server-side control unit 22 has a danger area setting unit 23, a route generation necessity determination unit 24, a fall prediction area calculation unit 25, an avoidance area setting unit 26, a fall area determination unit 27, and a route generation. Although the embodiment is provided with a unit 31, a flight management unit 32, and a specific gravity determination unit 30, a part or all of these functional units may be provided by the flight body side control unit 15 or the device side control unit 43. For example, a configuration is adopted in which the flight body side control unit 15 and the device side control unit 43 share all of the functional units included in the server side control unit 22, and the flight body 10 and the control device are provided without providing the management server 20. The equipment B may be inspected at 40.

[4] In the above embodiment, the danger area setting unit 23 sets the danger area D by simulating how the explosive gas diffuses in the future, but the present invention is not limited to this. Based on the gas information and the wind direction and speed information, an area that may diffuse between the time when the explosive gas is detected and the time when the dangerous area D is set may be set as the dangerous area.
Further, in the above embodiment, when setting the danger area D, the determination result of the specific gravity determination unit 30 is not taken into consideration, but the danger area D may be set in consideration of the determination result. In this case, for example, if it is determined that the specific gravity of the explosive gas with respect to air is larger than 1, the danger area D is set so as to spread along the portion close to the ground surface.

[5] In the above embodiment, as an approach avoidance measure, the avoidance flight route Ra or the existing flight route Re is modified while modifying the avoidance flight route Ra generated by the route generation unit 31 or the existing flight route Re defined in advance. A response has been adopted in which the flying object 10 is made to fly along the line by autopilot, but the present invention is not limited to this. For example, as an approach avoidance measure, a measure may be adopted in which a geo-fence or the like is used to limit the remote control of the flight object 10 by the operator H so that the flight object 10 does not invade the dangerous area D. In this case, if a situation occurs in which the fall prediction area E is within the danger area D while the flight object 10 is being flown by remote control by the operator H, the remote control is restricted. Therefore, even if the operator H mistakenly performs an operation to bring the flying object 10 closer to the dangerous area D, the operation is restricted, the approach of the flying object 10 to the dangerous area D can be prevented, and the flying object 10 can be prevented. Can be flown as close as possible to the danger zone D.

[6] In the above embodiment, the satellite positioning receiver 12, the acceleration sensor 13, the wind direction anemometers 17a, 17b, 17c, the avoidance area setting unit 26, the fall prediction area calculation unit 25, and the fall area determination unit 27 are provided. However, it may be an embodiment that does not include a part or all of them. Further, although the embodiment is provided with the air vehicle side gas sensor 11 and the three area side gas sensors 16a, 16b, 16c, the embodiment may include only one of the air vehicle side gas sensor and the area side gas sensor.

[7] In the above embodiment, when calculating the fall prediction area E, the acceleration derived by the acceleration sensor 13 provided in the flying object 10 is used, but the present invention is not limited to this. For example, when the acceleration cannot be obtained from the acceleration sensor 13, the acceleration may be calculated based on the above equations 1 and 2, and the fall prediction area E may be calculated using the calculated acceleration. .. The speed of the flying object 10 in this case can be calculated based on, for example, the position information of the flying object 10, and more specifically, it is necessary to move only the moving distance of the flying object 10 and the distance. It can be calculated from the time taken.

[8] In the above embodiment, when the route generation unit 31 generates the avoidance flight route Ra, the 3D map stored in the storage unit 33 is used, but the present invention is not limited to this. For example, a 3D map acquired from the outside through a telecommunication line may be used. Further, the avoidance flight route Ra may be generated without using the 3D map.

[9] In the above embodiment, one facility B in the monitoring area A is inspected, but the present invention is not limited to this, and two or more facilities may be inspected at the same time. In this case, the existing flight route Re is set so that all the equipment can be inspected at the same time.

[10] In the above embodiment, three area-side gas sensors 16a, 16b, 16c and three wind direction anemometers 17a, 17b, 17c are installed, but the number of installations is not particularly limited.

[11] In the above embodiment, the plane position and altitude of the flying object 10 are acquired by using a global positioning satellite system, but the present invention is not limited to this. For example, the plane position of the flying object 10 is acquired by using a global positioning satellite system, and the altitude of the flying object 10 is acquired by providing a barometric pressure sensor or an ultrasonic sensor in the flying object 10. You may.

[12] In the above embodiment, as an embodiment in which an alert is issued, a warning screen is displayed on the display unit 41 of the control device 40, or an alarm sound is emitted from the control device 40. It is not limited to. For example, a warning screen may be displayed on a monitor or the like in an external control room. In this case, the explosive gas is detected when the operator H receives a telephone call or the like from a person in the control room. The operator H can know that.

The configurations disclosed in the above embodiments (including other embodiments) can be applied in combination with the configurations disclosed in other embodiments as long as there is no contradiction, and are disclosed in the present specification. The embodiment described is an example, and the embodiment of the present invention is not limited to this, and can be appropriately modified without departing from the object of the present invention.

The present invention can be applied to an air vehicle control system for inspecting equipment by flying an air vehicle along a predetermined flight route.

10: Air vehicle 11: Gas sensor on the air vehicle side (gas detector on the air vehicle side)
12: Receiver for satellite positioning (flying object position detector)
13: Accelerometer (flying object acceleration derivation unit)
16a, 16b, 16c: Area side gas sensor (area side gas detector)
17a, 17b, 17c: Wind direction anemometer (wind direction wind speed detector)
23: Danger area setting unit 24: Route generation necessity determination unit 25: Fall prediction area calculation unit 26: Avoidance area setting unit 27: Fall area determination unit 30: Specific weight determination unit 31: Route generation unit 32: Flight management unit 40: Maneuvering equipment A: Monitoring area B: Equipment C: No entry area D: Danger area E: Fall prediction area F: Avoidance area P: Departure point H: Operator Re: Existing flight route Ra: Avoidance flight route Rah: High altitude avoidance Flight route Ral: Low altitude avoidance flight route Rrh1: 1st high altitude return flight route Rrh2: 2nd high altitude return flight route Rrl1: 1st low altitude return flight route Rrl2: 2nd low altitude return flight route

Claims (11)

An air vehicle control system for inspecting the equipment by flying the air vehicle along a flight route set outside the restricted area defined around the equipment in the monitoring area.
The flight management department that manages the flight of the flying object,
At least one of the air vehicle side gas detection unit provided in the air vehicle to detect explosive gas and the area side gas detection unit provided in the monitoring area to detect explosive gas.
Based on the detection result of at least one of the air vehicle side gas detection unit and the area side gas detection unit, a dangerous area where an explosive atmosphere exists or there is a possibility that an explosive atmosphere exists is set. Danger area setting part and
A specific gravity determination unit that determines whether or not the specific gravity of the explosive gas detected by at least one of the air vehicle side gas detection unit and the area side gas detection unit is greater than 1.
A route generation necessity determination unit that determines whether or not to generate an avoidance flight route as the flight route that avoids the dangerous area, and
The route generation necessity determination unit includes a route generation unit that generates the avoidance flight route based on the route generation information when it is determined to generate the avoidance flight route.
The route generation information includes the determination result in the specific gravity determination unit and the danger area set in the danger area setting unit.
The route generation unit
When the specific gravity determination unit determines that the specific gravity is larger than 1, a high altitude avoidance flight route in which the altitude of the flying object is higher than the flight route during flight is generated as the avoidance flight route.
When the specific gravity determination unit determines that the specific gravity is not greater than 1, the flying object generates a low altitude avoidance flight route in which the altitude of the flying object is lower than the flight route in flight as the avoiding flight route. Control system. The route generation unit
As the high-altitude avoidance flight route, the first high-altitude return flight route from the current location to the landing site along the original flight route at a higher altitude, and the first high-altitude return flight route different from the current location from the current location. Generate one of the second high altitude return flight routes to the landing site,
As the low-altitude avoidance flight route, the first low-altitude return flight route from the current location to the landing site along the original low-altitude flight route, and the route different from the first low-altitude return flight route from the current location. The aircraft control system according to claim 1, wherein one of the second low altitude return flight routes to the landing site is generated. It is provided with an avoidance area setting unit for setting an avoidance area where the flying object falls or may fall into the dangerous area or the entry prohibited area.
The flight object control system according to claim 1 or 2, wherein the avoidance area set by the avoidance area setting unit is one of the route generation information. An air vehicle position detection unit that detects the position of the air vehicle,
A wind direction wind speed detection unit that detects the wind direction and speed in the monitoring area,
It is equipped with a flying object acceleration deriving unit that derives the acceleration of the flying object.
The avoidance area setting unit includes a detection result by the flight object position detection unit, a derivation result by the flight object acceleration derivation unit, a detection result by the wind direction and wind speed detection unit, a weight of the flight object, and a reception of the flight object. The flight object control system according to claim 3, wherein the avoidance area is set based on the wind area. A fall prediction area calculation unit that calculates the fall prediction area of the flying object,
A fall area determination unit that determines whether or not the fall prediction area calculated by the fall prediction area calculation unit is within the danger area set by the danger area setting unit or within the entry prohibited area. I have
The flight management department
When the fall area determination unit determines that the fall prediction area is in the dangerous area or the inaccessible prohibited area, the approach avoidance avoiding the approach of the flying object to the dangerous area or the inaccessible prohibited area. The flight object control system according to any one of claims 1 to 4, which is to be dealt with. In the approach avoidance response, the flight along the avoidance flight route while modifying the avoidance flight route generated by the route generation unit so that the flying object does not approach the dangerous area or the entry prohibited area. The flight object control system according to claim 5, wherein the body is made to fly by autopilot. Equipped with a control device configured to be able to send and receive commands related to remote control of the aircraft.
The flight object control system according to claim 5, wherein the approach avoidance response is a response to limit the remote control of the flight object by the operator so that the flight object does not approach the danger area or the entry prohibited area. An air vehicle position detection unit that detects the position of the air vehicle,
A wind direction wind speed detection unit that detects the wind direction and speed in the monitoring area,
It is equipped with a flying object acceleration deriving unit that derives the acceleration of the flying object.
The fall prediction area calculation unit includes a detection result by the flight object position detection unit, a derivation result by the flight object acceleration derivation unit, a detection result by the wind direction and wind speed detection unit, the weight of the flight object, and the flight object. The flight object control system according to any one of claims 5 to 7, wherein the fall prediction area is calculated based on the wind receiving area. The flight control system according to any one of claims 1 to 8, wherein the flight management unit makes the flight body fly by autopilot along the avoidance flight route generated by the route generation unit. Equipped with a control device configured to be able to send and receive commands related to remote control of the aircraft.
The flight body control system according to any one of claims 1 to 9, wherein the flight management unit presents the avoidance flight route generated by the route generation unit to the operator through the control device. It is equipped with a wind direction wind speed detection unit that detects the wind direction and speed in the monitoring area.
The dangerous area setting unit sets the dangerous area based on the detection result of at least one of the air vehicle side gas detection unit and the area side gas detection unit and the detection result of the wind direction wind speed detection unit. The aircraft control system according to any one of claims 1 to 10.

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